Flexible over the wing passenger loading bridge

ABSTRACT

Disclosed is an apparatus for moving passengers between an airport terminal building and a doorway of an aircraft located rearward of a wing of the aircraft. The apparatus includes a first passageway member pivotally coupled at an inboard end thereof to a rotunda and supported close to an outboard end thereof by a ground support member. The apparatus also includes a telescopic passageway member that is pivotally mounted to the passageway member via a flexible connection disposed therebetween. The telescopic passageway member is for being supported in a cantilever-like fashion such that the telescopic passageway member is extensible over the wing of the aircraft, for servicing the doorway located rearward of the wing. An adjustable support mechanism is mounted at a first end thereof to a surface of the first passageway member and mounted at a second opposite end thereof to a surface of the telescopic passageway member, for vertically swinging the telescopic passageway member relative to the first passageway member in a controllable manner. To this end, an actuator is coupled to the adjustable support mechanism, for driving the adjustable support mechanism so as to vertically swing the telescopic passageway member relative to the first passageway member in the controllable manner, under the control of an electrical controller.

[0001] This application is a continuation-in-part of U.S. patentapplication Ser. No. 10/354,002 filed Jan. 30, 2003, which is adivisional application of U.S. patent application Ser. No. 10/076,399filed Feb. 19, 2002, which claims the benefit of U.S. ProvisionalApplication No. 60/352,850 filed Feb. 1, 2002, and this application isalso a continuation-in-part of International Application No.PCT/CA03/00221, filed Feb. 18, 2003.

FIELD OF THE INVENTION

[0002] The present invention relates generally to passenger loadingbridges and more particularly to a flexible over-the-wing passengerloading bridge for servicing a rear doorway of a nose-in parkedaircraft.

BACKGROUND OF THE INVENTION

[0003] In order to make aircraft passengers comfortable, and in order totransport them between an airport terminal and an aircraft in such a waythat they are protected from weather and other environmental influences,passenger loading bridges are used which can be telescopically extendedand the height of which is adjustable. For instance, an apron drivebridge in present day use comprises a plurality of adjustable modules,including: a rotunda, a telescopic tunnel, a bubble section, a cab, andelevating columns with wheel carriage. Manual, semi-automated andautomated bridge alignment systems are known for adjusting the positionof the passenger loading bridge relative to an aircraft, for instance tocompensate for different sized aircraft and to compensate for impreciseparking of an aircraft at an airport terminal, etc. Of course, othertypes of bridges are known in the art, such as for example nose loaders,radial bridges and pedestal bridges.

[0004] Unfortunately, aircraft aisle design is such that passenger flowrate along aircraft aisles is a limiting factor, which slows down theentire deplaning operation. That is, the aircraft doorways and mostpassenger loading devices are capable of handling substantially higherpassenger flow rates than are the aircraft aisles. Of course, similardelays are also encountered during the boarding, or enplaning,operation. This limitation is of serious concern in a marketplace whereairlines consistently struggle to shorten the turn-around time of theiraircraft in order to boost operating efficiency, lower operating costsand thereby offer lower fares to their customers.

[0005] Accordingly, there has been much interest over the past severaldecades in developing ways of servicing plural doorways of a sameaircraft, in order to reduce the length of time that is required tocomplete the boarding and deplaning operations for said aircraft.Although it is known to service more than one doorway in front of thewing of some types of large aircraft, for example using two separateapron drive bridges to service two different doorways, the actual timesavings are nominal because some passengers must still traverse a longstretch of in-plane aisle in order to reach the nearer of the twodifferent doorways.

[0006] Some types of aircraft include a rear door through whichpassengers can enter and leave the aircraft by means of steps that arelowered from the aircraft onto the apron or tarmac, or by means ofmobile steps that are connected to the door by ground personnel. Onedrawback with this approach is that it is necessary for passengers towalk onto the apron and then walk up steps into the passenger bridge. Aswill be obvious to one of skill in the art, it is not desirable forpassengers to occupy the apron surrounding an aircraft, because of thesafety risks involved. Additionally, accessibility may be a concern forsome passengers, such as for instance a passenger using a wheelchair.

[0007] An improved system for servicing a doorway behind or over thewing of aircraft equipped with such a doorway is required. Inparticular, many smaller types of aircraft, such as for instance narrowbody aircraft, have only a single aisle along which passengers are ableto traverse the distance between the front of the aircraft and the lastrow of seats in the back of the aircraft. By servicing the rear doorway,the length of in-plane aisle which the passenger must traverse may bereduced substantially, for example by a factor of up to two, with acorresponding reduction of the boarding and/or deplaning time. This isparticularly desirable in the case of “stretch” models of aircraft, inwhich the length of in-plane aisle that must be traversed by passengerscan be quite significant. This reduction in boarding and/or deplaningtime not only avoids adverse passenger reaction, but also substantiallyincreases safety during situations requiring fast deplaning as in thecase of a fire on the ramp or in the aircraft at the terminal.

[0008] There have been two basic techniques of positioning aircraftalongside passenger terminals to permit interconnection of the aircraftand the terminal using passenger bridges; these two techniques areparallel parking and nose-in parking. Parallel parking offers theadvantages that the aircraft arrives and departs from its parkedposition under its own power, and thus requires no tow tractor in itsturnaround cycle. Further, the orientation of the aircraft with respectto the terminal facade in parallel parking facilitates access toaircraft doorways either forward of or aft of the wing with known rampsupported loading bridges. Moore et al. in U.S. Pat. No. 3,184,772,issued May 25, 1965, disclose a telescoping loading and unloadingstructure for servicing doorways forward of and aft of the wing of anaircraft parked in parallel relationship to a terminal building.

[0009] However, parallel parking presents one very significantdisadvantage. Parallel parking necessitates certain aircraft turning andmaneuvering room, and therefore this technique requires greater terminalfacade length than does the nose-in technique. Another disadvantage ofparallel parking is that departure of an aircraft from a parked parallelposition requires substantial engine thrust to start and turn theaircraft. As the aircraft departs, the exhaust of the aircraft enginesis directed toward the terminal building and toward the ground equipmentand personnel located adjacent the terminal with a resultant shaking ofthe terminal building and disruption of ground operation activities.

[0010] In view of these disadvantages, most modern terminals utilizenose-in aircraft parking. However, with nose in parking, it is generallynecessary to cantilever or otherwise move a passenger loading bridgestructure directly over the aircraft wing in order to service the reardoorway. One exception is U.S. Pat. No. 3,808,626 issued to Magill onMay 7, 1974, in which a self contained mobile passenger loading bridgefor airplane loading and unloading operations is disclosed. The bridgecomprises a three section telescopic passageway, which is pivotallyconnected to a terminal building at an inboard end via a stationaryrotunda and to a moveable rotunda at an outboard end. A second, twosection telescopic passageway is pivotally connected to the moveablerotunda at an inboard end thereof and has a cabin at an outboard endthereof for engaging a rear doorway of an aircraft. The bridge isessentially an elongated conventional apron drive bridge having anadditional pivot point, i.e. the moveable rotunda, for steering theoutboard end behind the wing of a nose-in parked aircraft in order tomate the cabin to a rear doorway of the aircraft.

[0011] U.S. Pat. No. 3,524,207 issued to Giarretto Aug. 18, 1970discloses an over-the-wing access structure for servicing multiple doorsin commercial jet aircraft. The height of the structure is verticallyadjustable in a level manner so as to accommodate vertical movement ofthe aircraft during loading and unloading. This system is both awkwardand expensive. Furthermore, should power to the structure be interruptedwhen the outboard supports are deployed, it becomes impossible to movethe aircraft away from the terminal building due to the supportsblocking the path of the wings.

[0012] U.S. Pat. No. 3,538,529 issued to Breier on Nov. 10, 1970discloses an overhead supported aircraft loading bridge, including aslightly arched telescoping tunnel section, which may be cantileveredover the wing of an aircraft for servicing a rear doorway thereof. Thetelescoping tunnel section is pivotally connected to a static structure,thereby providing additional freedom of vertical motion for clearing thewing and mating to the rear door of the aircraft. This system also isboth awkward and expensive. It is a further disadvantage of this systemthat the overhead support arm must support the weight of the entireloading bridge. Accordingly, the loading bridge of U.S. Pat. No. 529 isparticularly unsuitable for use with “stretch” aircraft models, whichmodels have rear doorways that are serviceable only using loadingbridges having three telescoping tunnel sections. As will be obvious toone skilled in the art, an additional tunnel section would addunacceptably to the weight of the loading bridge disclosed by Breier.

[0013] U.S. Pat. No. 3,722,017 issued to Gacs et al. on Mar. 27, 1973discloses an over-the-wing aircraft loading bridge having a mainpassageway member pivotally supported at the terminal building end on atrack mounted rack propelled carriage. The main passageway member iselevatable and depressable so that its outer end portion, slightlyarched, may extend over the wing of an aircraft. At its outer end themain passageway mounts a lateral passageway including an operator's cab,which is for being mated to a rear doorway of the aircraft. The lateralpassageway appears to serve as a bridge between the rear doorway and themain passageway element, which passageway lacks sufficient freedom ofvertical movement to engage the rear doorway directly. It is adisadvantage of this system that the lateral passageway, including themechanism for adjusting same, adds considerable weight to theunsupported (i.e. outboard) end of the main passageway member. Theadditional complexity of aligning such a bridge would increase the timerequired to move the bridge into alignment with the rear doorway,thereby negating some of the desired time savings. It is a furtherdisadvantage of the system disclosed by Gacs et al. that additionalbridge operators and gate control staff are required to service themultiple doors of the aircraft. For example, each doorway of theaircraft is serviced using a separate bridge having a separate entranceinto the terminal area.

[0014] Anderberg in WO 9942365 discloses an over-the-wing bridge havinga telescopic tunnel section pivotally connected to a rotunda at aninboard end thereof and terminating in a cabin at an outboard endthereof. The outboard end is supported using a vertically adjustablewheel carriage, which requires the outboard end of the tunnel to bedriven outward and around the wing of the aircraft. Of course, shouldpower to the telescopic tunnel be interrupted when the rear doorway ofthe aircraft is engaged, it becomes impossible to move the aircraft awayfrom the terminal building due to the wheel carriage blocking the pathof the wing. Furthermore, the tunnel section is straight and thereforethe floor of the cabin is at a lower level relative to the floor of theoutermost tunnel section. Although this arrangement allows thetelescopic tunnel section to clear the wing of the aircraft, the stepsthat are necessary for connecting the two floor sections wouldconstitute an unacceptable barrier to universal accessibility.

[0015] Kubatzki in WO 0009395 discloses an over the wing bridgeincluding at least one horizontally pivotal extension arm, whichextension arm is mounted on a support. An access tunnel, including adevice on the end thereof for docking to the aircraft, is coupled to theextension arm. Due to the length of the cantilevered section of thepassenger bridge, the extension arm and support are necessarilystructures of considerable size and complexity. Furthermore, the supportstructure severely limits the ability of the bridge to pivothorizontally.

[0016] Worpenberg in WO 0055040 discloses an over-the-wing bridgeincluding a telescopic tunnel section that can be swiveled over the wingof an aircraft and which is supported by an extension arm that isfixedly or moveably mounted on a frame. The telescopic tunnel section isstraight, and as such the inboard end of the tunnel section must be at ahigher level relative to the outboard end of the tunnel section in orderto engage the rear doorway of an aircraft whilst maintaining acceptableclearance above the aircraft wing. This may result in the upward slopeof the telescopic tunnel section toward the terminal being unacceptablysteep.

[0017] FMT Aircraft Gate Support Systems of Sweden has recentlyimplemented a dual-door, over-the-wing loading bridge. The bridgeincludes a passageway extending from a rotunda and which can becantilevered over the wing of an aircraft to mate a cabin at theoutboard end of the passageway to a rear doorway of the aircraft. Thepassageway is supported at a variable height by an adjustable wheelcarriage in front of the wing and is permanently arched at apredetermined angle. Accordingly, vertical swinging motion occurs onlyat a point where the bridge is mounted to a fixed structure, such as oneof a rotunda and a terminal building. It is a disadvantage that forcertain combinations of fixed structure access height and aircraft reardoorway position, servicing the rear doorway is awkward or impossibledue to the limited vertical motion of the cabin end.

[0018] It would be advantageous to provide an over-the-wing aircraftloading bridge that overcomes the above-mentioned disadvantagesassociated with the prior art.

OBJECT OF THE INVENTION

[0019] In an attempt to overcome these and other limitations of theprior art it is an object of the instant invention to provide a flexibleover-the-wing passenger loading bridge for servicing a rear doorway of anose-in parked aircraft.

[0020] In an attempt to overcome these and other limitations of theprior art it is an object of the instant invention to provide a flexibleover-the-wing passenger loading bridge that can be used in cooperationwith a known passenger loading bridge to increase passenger flow ratesto and from an aircraft.

SUMMARY OF THE INVENTION

[0021] In accordance with an aspect of the instant invention there isprovided a passenger loading bridge for servicing an aircraft having arear doorway aft of or over a wing, comprising: a first passagewaymember pivotally coupled at an inboard end thereof to a rotunda andsupported close to an outboard end thereof by a ground support member; atelescopic passageway member having an inboard end and an outboard endand including at least two passageway elements, one that istelescopically received within the other such that a distance betweenthe inboard end and the outboard end of the telescopic passageway memberis variable, the telescopic passageway member for being supported in acantilever-like fashion such that the telescopic passageway member isextensible over the wing of the aircraft; a flexible connection forpivotally coupling the outboard end of the first passageway member andthe inboard end of the telescopic passageway member, and for supportinga vertical swinging motion of the outboard end of the telescopicpassageway member relative to the first passageway member; an adjustablesupport mechanism mounted at a first end thereof to a surface of thefirst passageway member and mounted at a second opposite end thereof toa surface of the telescopic passageway member, for vertically swingingthe telescopic passageway member relative to the first passageway memberin a controllable manner; an actuator coupled to the adjustable supportmechanism, for driving the adjustable support mechanism so as tovertically swing the telescopic passageway member relative to the firstpassageway member in the controllable manner; and, an electricalcontroller for providing a control signal to the actuator, theelectrical control signal for use by the actuator to controllably varythe angle between the first passageway member and the telescopicpassageway member about the flexible connection.

[0022] In accordance with an aspect of the instant invention there isprovided A method of automatically aligning a passenger loading bridgeto an aircraft having a rear doorway aft of or over a wing, comprising:providing a passenger loading bridge having an aircraft engaging end,the aircraft engaging end including a first passageway member that iscoupled at an outboard end thereof to an inboard end of a telescopicpassageway member via a flexible connection; automatically moving theaircraft engaging end of the passenger loading bridge over the wing ofthe aircraft and toward an expected stopping position for the reardoorway of the aircraft, the aircraft parked at a parking area adjacentto the passenger loading bridge; providing a control signal to anactuator of the passenger loading bridge, the control signal for use bythe actuator for driving an adjustable support mechanism of thepassenger loading bridge; and in dependence upon the provided controlsignal, controllably adjusting the adjustable support mechanism so as toeffect a change to an angle between the first passageway member and thetelescopic passageway member about the flexible connection, such that aknown minimum clearance is maintained between the aircraft engaging endof the passenger loading bridge and the wing of the aircraft.

[0023] In accordance with an aspect of the instant invention there isprovided A passenger loading bridge for servicing an aircraft having arear doorway aft of or over a wing, the passenger loading bridgecomprising: a first passageway member having a length, an inboard endand an outboard end distal from the inboard end, the first passagewaymember pivotally coupled at the inboard end thereof to a rotunda, theoutboard end for being positioned in a direction toward an aircraft; atelescopic passageway member having an inboard end and an outboard endand including at least two passageway elements, one that istelescopically received within the other such that a distance betweenthe inboard end and the outboard end of the telescopic passageway memberis variable, the telescopic passageway member for being supported in acantilever-like fashion such that the telescopic passageway member isextensible over a wing of an aircraft; a flexible connection disposedbetween the first passageway member and the telescopic passageway memberfor pivotally coupling the outboard end of the first passageway memberand the inboard end of the telescopic passageway member, for supportinga vertical swinging motion of the outboard end of the telescopicpassageway member relative to the inboard end of the telescopicpassageway member and about an approximately horizontal axis; and, aheight-adjustable support member mounted to an external surface of thefirst passageway member at a point along the length of the firstpassageway member that is distal from the outboard end of the firstpassageway member, such that the flexible connection is positionableabove and approximately aligned with a highest point of a wing of anaircraft.

[0024] In accordance with an aspect of the instant invention there isprovided a passenger loading bridge for servicing an aircraft having arear doorway aft of or over a wing, the passenger loading bridgecomprising: a first passageway member pivotally coupled at an inboardend thereof to a rotunda and supported close to an outboard end thereofby a ground support member; a telescopic passageway member having aninboard end and an outboard end and including at least two passagewayelements, one that is telescopically received within the other such thata distance between the inboard end and the outboard end of thetelescopic passageway member is variable, the telescopic passagewaymember for being supported in a cantilever-like fashion such that thetelescopic passageway member is extensible over the wing of an aircraft;a flexible connection for pivotally coupling the outboard end of thefirst passageway member and the inboard end of the telescopic passagewaymember, for supporting a vertical swinging motion of the outboard end ofthe telescopic passageway member relative to the first passagewaymember; and, an adjustable support system comprising: at least a liftmechanism having a first end and a second end that is opposite the firstend, a distance between the first end and the second end beingcontrollably variable, the first end of the at least a lift mechanismpivotally mounted to a surface of the first passageway member at alocation elevationally below a ceiling member thereof and proximate anend thereof, and the second end of the at least a lift mechanismpivotally mounted to a surface of the telescopic passageway member at alocation elevationally below a ceiling member thereof and proximate anend thereof, the end of the first passageway member and the end of thetelescopic passageway member being disposed in a facing arrangement oneeach on opposite sides of the flexible connection, such that varying thedistance between the first end and the second end of the at least a liftmechanism effects a change to the angle between the first passagewaymember and the telescopic passageway member about the flexibleconnection.

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Exemplary embodiments of the invention will now be described inconjunction with the following drawings, in which similar referencenumbers designate similar items:

[0026]FIG. 1a is a top plan view showing a loading bridge according tothe instant invention in a stowed position relative to a nose-in parkedaircraft;

[0027]FIG. 1b is a side view of the loading bridge shown in FIG. 1a;

[0028]FIG. 2a is a top plan view showing a loading bridge according tothe instant invention in an aircraft engaging position relative to anose-in parked aircraft;

[0029]FIG. 2b is a side view of the loading bridge shown in FIG. 2a;

[0030]FIG. 3a is a top plan view showing a loading bridge according to asecond embodiment of the instant invention in a stowed position relativeto a nose-in parked aircraft;

[0031]FIG. 3b is a side view of the loading bridge shown in FIG. 3a;

[0032]FIG. 3c is a top plan view showing a loading bridge according to athird embodiment of the instant invention in a stowed position relativeto a nose-in parked aircraft;

[0033]FIG. 3d is a side view of the loading bridge shown in FIG. 3c;

[0034]FIG. 4a is a detailed view of part of the loading bridge shown inFIG. 3a in a straight configuration;

[0035]FIG. 4b is a detailed view of part of the loading bridge shown inFIG. 3a in a bent configuration;

[0036]FIG. 5 is a top plan view of an aircraft loading apparatusaccording to the instant invention;

[0037]FIG. 6 is a top plan view of another aircraft loading apparatusaccording to the instant invention;

[0038]FIG. 7a is a side view of a prior art over the wing bridge beingcantilevered over a wing of an aircraft equipped with winglets;

[0039]FIG. 7b is a side view of an over the wing bridge according to theinstant invention, being cantilevered over a wing of an aircraftequipped with winglets;

[0040]FIG. 8 shows a method of mating the over the wing loading bridgeto the rear doorway of the aircraft, according to the instant invention;

[0041]FIG. 9 shows a side elevational view of another aircraft loadingapparatus according to the instant invention;

[0042]FIG. 10 shows a simplified flow diagram of another method ofmating the over the wing loading bridge to the rear doorway of theaircraft, according to the instant invention;

[0043]FIG. 11a shows a detailed view of part of a passenger loadingbridge according to another embodiment of the instant invention in astraight configuration;

[0044]FIG. 11b shows the part of the passenger loading bridge of FIG.12a in a downwardly-inclined configuration; and,

[0045]FIG. 11c shows the part of the passenger loading bridge of FIG.12a in an upwardly-inclined configuration.

DETAILED DESCRIPTION OF THE INVENTION

[0046] The following description is presented to enable a person skilledin the art to make and use the invention, and is provided in the contextof a particular application and its requirements. Various modificationsto the disclosed embodiments will be readily apparent to those skilledin the art, and the general principles defined herein may be applied toother embodiments and applications without departing from the spirit andthe scope of the invention. Thus, the present invention is not intendedto be limited to the embodiments disclosed, but is to be accorded thewidest scope consistent with the principles and features disclosedherein.

[0047] Throughout the detailed description and in the claims, it is tobe understood that the following definitions shall be accorded to thefollowing terms. The term ‘inboard end’ refers to that end of apassageway nearest a stationary structure, for instance one of aterminal building and a stationary rotunda. The term ‘outboard end’refers to that end of a passageway nearest an aircraft doorway.

[0048] Referring to FIGS. 1a and 1 b, shown is a loading bridgeaccording to the instant invention in a stowed position relative to anose-in parked aircraft. FIG. 1a shows a top plan view of the loadingbridge. The loading bridge comprises a stationary rotunda 4 from whichextends a passageway 1 ending with a pivotal cabin 8 for mating to arear doorway 9 of an aircraft 10. The passageway 1 comprises afixed-length passageway member 2 and a telescopic tunnel section 21. Thefixed-length passageway member 2 includes a floor, two sidewalls and aceiling. The telescopic tunnel section 21 includes outer and innertunnel elements 6 and 7, wherein the inner element 7 is telescopicallyreceived within the outer element 6 such that the length of the tunnelsection 21 is variable. Each tunnel element 6 and 7 includes a floor,two sidewalls and a ceiling. Preferably, the fixed-length passagewaymember 2 and the outer tunnel element 6 have substantially similarcross-sectional profiles when viewed end-on. A flexible 1I connectionincluding a bellows-type canopy 12 and a floor connector 11 connects theoutboard end of the passageway member 2 and the inboard end of the outertunnel element 6. The flexible canopy 12 is provided between thepassageway member 2 and the outer tunnel element 6 to provideweatherproof protection to passengers passing therebetween. Optionally,the flexible connection includes a floor plate (not shown) to provide alevel surface over which passengers move through the bridge. Theflexible connection permits vertical swinging of the telescopic tunnelsection 21 about a horizontal axis passing through the floor connector11.

[0049] The loading bridge is for being cantilevered and extended overthe wing of the nose-in parked aircraft 10 to service the rear doorway9. Accordingly, the inboard end of the passageway member 2 is pivotallyanchored to the stationary rotunda 4, preferably being at more or lessthe same elevation as the doorways in the aircraft 10. The passagewaymember 2 is supported near the outboard end thereof by a wheel carriageincluding a height adjustable support post 19 and drive wheels 3. Thedrive wheels 3 are for achieving angular displacement of the passageway1. Additional mechanisms (not shown) are provided for slidinglyextending and retracting the inner tunnel element 7 relative to theouter tunnel element 6, to thereby affect the length of the passageway1, and for pivoting the pivotal cabin 8. The height adjustable supportpost 19 preferably includes one of a hydraulic cylinder, a pneumaticcylinder and a screw jack. Of course, other known mechanisms for movingthe various bridge components relative to other bridge components areenvisaged for use with the instant invention, selection of suchmechanisms being purely a matter of design choice.

[0050] As shown in FIG. 1a, the rotunda 4 opens onto a stationary bridgestructure 5 leading to a terminal building (not shown). The stationarybridge structure 5 includes a nose-loader type bridge 30 forsimultaneously servicing a front doorway 31 of the aircraft 10.Optionally, the nose-loader type bridge 30 is replaced by one of aradial bridge and an apron drive bridge for simultaneously servicing afront doorway 31 of the aircraft 10. Preferably, the provided one of anose-loader, radial and apron drive bridge is mated to the front doorway31 of the aircraft 10 in a fully automated manner using an automatedbridge alignment system (not shown). An automated bridge alignmentsystem suitable for use with the instant invention is disclosed inco-pending U.S. patent application Ser. No. 10/025,500, filed Dec. 26,2001 in the name of the Hutton and which is incorporated herein byreference. Further optionally, the rotunda 4 opens directly onto aterminal building concourse.

[0051] Referring to FIG. 1b, shown is a side view of the loading bridgeof FIG. 1a. As shown in FIG. 1b, overhead support means are provided forraising and lowering the cabin end of the telescopic tunnel section 21.In a first preferred embodiment shown in FIG. 1b the support meanscomprises a cable 13 attached at a first end to a bracket 14, whichbracket 14 is mounted to a roof surface near the outboard end of theouter tunnel segment 6. The cable 13 is passed over a bearing member 15,which is preferably disposed atop a support tower 16, and attached at asecond end to an adjustable winch 17. The action of winding additionalcable onto the winch causes the cabin-end to rise, whereas winding cableoff of the winch causes the cabin-end to lower. Preferably more than onecable is used. In a most preferred embodiment, two cables are used,which provides improved stability during operation and reduces the riskof a catastrophic failure in the event that one cable fails.

[0052] Optionally, the support means comprises a cable of fixed length,which cable is attached at a first end to a bracket mounted on a roofsurface near the outboard end of the outer tunnel segment 6, and at asecond opposite end to a second bracket mounted near the inboard end ofthe fixed-length passageway member 2. The cable passes over a bearingmember (not shown), which is preferably disposed atop a heightadjustable support tower (not shown) mounted near the outboard end ofthe fixed-length passageway member 2. Then, by extending the heightadjustable support tower the cable is pushed up, thereby, causing thecabin-end to swing vertically upward. Similarly, retracting the heightadjustable support tower causes the cabin-end to swing verticallydownward.

[0053] Referring to FIG. 2a, shown is a top plan view of a loadingbridge according to the first embodiment of the instant invention in anaircraft engaging position relative to a nose-in parked aircraft.Elements labeled with the same numerals have the same function as thoseillustrated in FIG. 1a. The passageway 1 is cantilevered over the wingof the aircraft 10 by driving the drive wheels 3 along an arcuate pathin front of the wing and in a direction generally toward the aircraft.Of course, prior to the passageway 1 being cantilevered toward theaircraft, the height adjustable support post 19 of the wheel carriage isadjusted in order to raise the passageway 1 to a height that provides aminimum safe clearance to the wing so as to avoid contact with the wingof the aircraft 10. Typically, this height is a safe distance above thehighest point of the upper surface of the wing of aircraft 10. When inthe aircraft engaging position, the passageway 1 extends from therotunda 4 and over the wing of aircraft 10, such that pivotal cabin 8mates to the rear doorway 9.

[0054] Furthermore, some models of aircraft include winglets that areattached proximate a tip of the wing of the aircraft. Said wingletsextend substantially above the highest point of the upper surface of thewing of aircraft 10. Accordingly, it is necessary in such cases for theheight adjustable support post 19 of the wheel carriage to be adjustedin order to raise the passageway 1 to a height that provides a minimumsafe clearance to the winglets, so as to avoid contact with the wingletswhen the passageway 1 is being moved approximately horizontally towardor away from the aircraft. Preferably, the minimum safe clearance to thehighest point of the upper surface of the wing is substantially similarto the minimum safe clearance to the winglets, requiring the passageway1 to be capable of being raised by an additional amount equal to theheight of the winglets. Preferably, the height adjustable support post19 includes a mechanical stop such that, in the event of a catastrophicfailure of the over the wing bridge, the height adjustable support post19 “bottoms out” prior to the passageway 1 coming into contact with thewing of the aircraft. In a most preferred embodiment, an adjustablemechanical stop is provided such that the “bottom out” position isvariable in dependence upon the position of passageway 1. For instance,the passageway 1 may be raised to clear the winglet at the tip of anaircraft wing when being cantilevered over the wing. In such aninstance, the “bottom out” position must be higher than the “bottom out”position that is required when the passageway 1 is over a flat portionof the wing. One solution is to provide an adjustable mechanical stopthat “bottoms out” at a predetermined distance below a current bridgeheight, wherein the predetermined distance is less than the minimum safeclearance that is maintained between the passageway 1 and any surface ofthe aircraft wing. In a most preferred embodiment, the height adjustablesupport post 19 includes an electrical controller for providing anelectronic “bottom out” point prior to the mechanical “bottom out”point. An adjustable mechanical stop as described above preferablyincludes a cam for automatically raising a support member disposedwithin and/or external to the height adjustable support post 19, duringthe period of time when the passageway 1 is being moved over thewinglet. The mechanical stop optionally includes an electromechanicalscrew for raising and lowering the passageway 1, and which provides a“hard stop” in an event that power to the screw is interrupted, forinstance the screw does not “wind down” absent power being providedthereto.

[0055] Referring to FIG. 2b, shown is a side view of the loading bridgeillustrated in FIG. 2a. Elements labeled with the same numerals have thesame function as those illustrated in FIG. 1b. As discussed supra, FIG.2b shows the outboard end of passageway member 2 being elevated a safedistance above the highest point of the upper surface of the wing ofaircraft 10. Advantageously, the wheel carriage supports the passagewaymember 2 at a point close to the leading edge of the aircraft wing, withthe passageway member 2 extending only a short distance beyond. As such,the floor connector 11 of the flexible connection is substantiallypositioned above the highest point of the upper surface of the wing ofaircraft 10. The support means adjust the height of the cabin end of thepassageway 1 in order to mate the cabin 8 to the doorway 9, allowing thepassageway 1 to maintain a predetermined threshold clearance above therearwardly downwardly sloping contour of the wing.

[0056] Preferably, the telescopic tunnel section 21 is substantiallycollinear with the passageway member 2 during the period of time thatthe passageway 1 is being cantilevered over the wing of the aircraft 10.Optionally, the telescopic tunnel section 21 is locked at somepredetermined angle relative to the passageway member 2, such that thepassageway 1 clears the wing of aircraft 10. Said angle is variable independence upon whether or not the aircraft being serviced by thepassageway 1 includes winglets attached near the tips of the wings. Asensor (not shown), preferably a plurality of sensors, including but notlimited to laser range finders, echo sonography sensors, inductiveproximity sensors, etc. are disposed along the passageway 1 in order tosense critical distances, such as for example a distance between anaircraft component and the passageway 1. In response to a sensor sensingan approach of a passageway section to within a predetermined thresholdvalue, the sensor transmits a control signal to a bridge controller (notshown). The control signal is for initiating a corrective action, suchas for instance one of moving the entire bridge away from the aircraftand stopping the motion of the bridge. Of course, once the cabin 8 ismated to the doorway 9 of the aircraft 10, the sensors continue tomonitor critical distances as the aircraft is loaded and/or unloaded.Accordingly, the sensors also transmit automatic control signals foradjusting the relative positions of the tunnel segments as the aircraftraises and lowers during the above-mentioned operations, a functionknown as autoleveling.

[0057] Optionally, an automated bridge control system is provided foradjusting the relative positions of the tunnel segments during theinitial process of aligning the cabin 8 to the doorway 9 of the aircraft10. One such automated bridge control system is disclosed in theco-pending United States patent application discussed supra.

[0058] Optionally, a second telescopic passageway (not shown) replacesthe fixed-length passageway member 2, such that the floor connector 11may be positioned more precisely above the high point of the wingcontour. This is particularly advantageous when a same bridge is used toservice aircraft of different lengths. For example, a 737-900 isapproximately 45 feet longer than a 737-100. In the case of a 737-900,the front doorway is moved forward relative to the wing and the reardoorway is moved rearward relative to the wing, compared to for examplethe 737-100. Accordingly, when each aircraft is parked such that thefront doorway thereof is aligned with the nose-loader bridge 30, theleading edge of the wing is more distant from the rotunda 4 in the caseof the 737-900 than in the case of the 737-100. By extending the secondtelescopic passageway toward the wing of the 737-900, the support post19 and the floor connector 11 are better positioned relative to the wingof the aircraft, and the length of the telescopic tunnel section when itis moved over the wing to engage the rear doorway is minimized.

[0059] Referring to FIG. 8, shown is a method of mating the over thewing loading bridge to the rear doorway of the aircraft, according tothe instant invention. The over the wing loading bridge 1 occupies astowed position prior to being used for servicing the aircraft 10, asshown in FIGS. 1a and 1 b. When the aircraft 10 is assigned to a dockingarea adjacent the loading bridge 1, and when servicing of the reardoorway 9 is desired, a user of the bridge performs an optional step ofenabling the automated bridge control system, to place the automatedcontrol system in a stand-by mode for aligning the cabin 8 of theloading bridge 1 with the rear doorway 9 of the aircraft 10. Forinstance, the user turns a key in a control panel or enters analpha-numeric code via keypad of a control panel, to provide a controlsignal for enabling the automated bridge control system. Optionally, thecontrol signal for enabling the automated bridge is provided using atransmitter disposed aboard the aircraft. Alternatively, the automatedbridge control system remains in an enabled mode.

[0060] When enabled, a processor of the automated bridge control systemperforms a step of determining a type of the aircraft 10 to be serviced.For instance, the processor extracts data indicative of the type ofaircraft from the control signal, and/or an imaging system of thecontrol system captures an image of the aircraft 10 and extractsfeatures from the image for comparison by the processor to template datastored in a local database, to thereby make an independent determinationof the type of the aircraft 10. The template data preferably is storedlocally to the processor, such that substantially autonomous operationof the loading bridge 1 is possible.

[0061] In a next step, the processor retrieves other data relating to apredetermined minimum height profile for allowing the passenger loadingbridge to maintain a minimum safe distance relative to the wing of theaircraft. The predetermined minimum height profile relates to a heightof a point along the lower surface of the passenger loading bridge, atwhich height every point along the lower surface of the passengerloading bridge is at least the minimum safe distance above acorresponding point on the wing of the aircraft. Optionally, the imagingsystem is used to confirm the presence of winglets and/or other featuresextending above the surface of the wing of aircraft 10. The processorautomatically corrects the predetermined minimum height profile in theevent that an unexpected feature, such as for instance a winglet, isdetected. Once the aircraft 10 has come to a stop at an expectedstopping position adjacent the loading bridge 1, the automated controlsystem automatically moves the bridge toward the expected stoppingposition of the rear doorway 9 of the aircraft 10, which requires thatthe telescopic tunnel section be moved in a cantilever fashion over theupper surface of the wing of the aircraft. Accordingly, an initialmovement of the loading bridge 1 is for elevating the loading bridgesuch that a point along the lower surface thereof is at least apredetermined distance above the corrected predetermined minimum heightprofile, so as to maintain a minimum safe distance between the loadingbridge and the wing of the aircraft during subsequent movement of theloading bridge 1. For example, the processor provides a control signalto the height adjustable support post 19 to extend said post 19, so asto elevate the outboard end of the fixed-length passageway member 2above the corrected predetermined minimum height profile. Next, theprocessor provides a second control signal to the overhead supportmeans. For example, a winch controller (not shown) receives the secondcontrol signal and is actuated to either wind or unwind cable, so as tovertically swing the cabin end of the telescopic tunnel section 21relative to the fixed-length passageway member 2, about the floorconnector 11 of the flexible connection. In such a position, thetelescopic tunnel section 21 and the fixed-length passageway member 2forms an arch with sufficient height to clear the wing of the aircraft,including the winglet when present.

[0062] The remaining movement of the loading bridge 1 toward theaircraft 10 is also controlled by the automated control system, in orderto mate the cabin 8 to the rear doorway 9. Preferably, sensors disposedon and/or about the loading bridge sense distances between the loadingbridge and plural surfaces of the aircraft 10, and provide electricalcontrol signals useable by the processor of the automated control systemfor adjusting the bridge movement so as to avoid a collision between theloading bridge and the aircraft. Of course, once the cabin 8 is mated tothe rear doorway 9, the same and/or different sensors sense distanceinformation relating to the aircraft, in order to provide electricalcontrol signals useable by the processor of the automated control systemfor adjusting the loading bridge 1 as the aircraft raises or lowersduring an unloading or a loading operation.

[0063] Referring to FIGS. 3a and 3 b, shown is a loading bridgeaccording to a second embodiment of the instant invention in a stowedposition relative to a nose-in parked aircraft. Elements labeled withthe same numerals have the same function as those illustrated in FIGS.1a and 1 b. According to the second embodiment, the overhead supportmeans of FIG. 1b is replaced by a linear actuator, for example includingone of an extensible hydraulic cylinder 18, an extensible pneumaticcylinder (not shown) and an extensible electromechanical ball screw (notshown). The linear actuator includes one of the above-mentioned linearlyactuatable mechanisms in communication with a suitable actuator fordriving the particular linearly actuatable mechanism. For instance, theactuator is selected from a group including a pump and a reversibleelectric motor. An electrical controller is further provided incommunication with the actuator, for providing a control signal theretorfor use in driving the particular linearly actuatable mechanism.Preferably, at least two linear actuators are provided, one adjacent toeach opposing side surface of the passageway 1. The bridge 20 accordingto the second embodiment of the instant invention works in a mannersubstantially analogous to that of the first embodiment. Once thepassageway is cantilevered over the wing of aircraft 10, the linearactuators 18 are actuated to raise or lower the cabin end of thepassageway to the level of the rear doorway 9.

[0064] Referring now to FIGS. 4a and 4 b, detailed views of a linearactuator 18 including a hydraulic cylinder 22 are shown. The hydrauliccylinder 22 is pivotally mounted to a sidewall surface of passagewaymember 2 using an anchor 21. An elongated piston 23 is telescopicallyreceived within the hydraulic cylinder 22 and is pivotally mounted to asidewall surface of outer tunnel element 6 using an anchor 24. In FIG.4a, the passageway member 2 is substantially longitudinally aligned withouter tunnel element 6. As shown in FIG. 4b, extending the piston causesthe outboard end of tunnel element 6 to “lower”. Accordingly, the heightof the cabin end of passageway 1 is controllable by extending andretracting the piston.

[0065] Referring to FIGS. 3c and 3 d, shown is a loading bridgeaccording to a third embodiment of the instant invention in a stowedposition relative to a nose-in parked aircraft. The third embodiment issimilar to the second embodiment. According to the third embodiment, arigid support 31 extends upward from the wheel carriage support post 19,and adjacent a sidewall surface of passageway member 2. A hydrauliccylinder 33 is pivotally mounted close to the top of support 31 using ananchor 22. An elongated piston 34 is telescopically received within thehydraulic cylinder 33 and is pivotally mounted to a sidewall surfaceclose to the outboard end of outer tunnel element 6 using an anchor 35.Preferably, anchor 35 is pivotally mounted to a rigid floor supportmember (not shown) of outer tunnel element 6.

[0066] It is an unforeseen advantage of the apparatus described withreference to FIGS. 1 to 4 that, by including the flexible connectionbetween the passageway member 2 and the telescopic tunnel section 21,the passageway 1 is substantially more flexible compared to prior artover-the-wing bridges having a rigid, slightly arched shape. As such,the apparatus according to the instant invention is connectible betweena wider range of fixed structure doorway heights and aircraft reardoorway heights compared to the prior art bridges. It is a furtheradvantage of the instant invention that, by supporting the passagewaymember 2 using a moveable ground support member, such as a wheelcarriage, only the telescopic tunnel section 21 needs to be supported,for example using overhead support means or linear actuators. As such,the support means may be considerably less complex, thereby reducingcapital costs, avoiding construction of massive support structures,reducing maintenance costs and improving reliability.

[0067] Optionally, the telescopic tunnel section 21 includes more thantwo tunnel elements, for instance three tunnel elements. As will beobvious to one of skill in the art, additional tunnel elements extendthe length of the passageway, thereby allowing the bridge to servicerear doorways of stretch aircraft models, etc. Further optionally,additional flexible connections are provided along the length of thepassageway, including mechanisms for changing the inclination ofconnected tunnel elements. For example, a flexible connection isprovided between a first tunnel element and a second tunnel element andbetween the second tunnel element and a third tunnel element of atelescopic tunnel section comprising three tunnel elements. Theadditional flexibility of the passageway allows individual tunnelelements to be sloped less steeply, thereby improving accessibility andsafety.

[0068] Of course, all embodiments illustrated above include anose-loader type bridge for servicing a doorway in front of the wing ofaircraft 10. Accordingly, following an initial connection operation,passengers may move quickly between a terminal building and the aircraft10 via either one of the front and rear doorways. Preferably, airlineemployees direct a passenger to use one of the front doorway and therear doorway, depending upon a predetermined seating assignment of thepassenger, so as to avoid unnecessary intermingling of passengers alongthe airplane aisle or aisles. Optionally, an automated system includingsigns, boarding pass scanners, etc. is used to direct passenger travelflow onto and/or off of the aircraft 10. Further optionally, one of aradial type bridge and an apron drive bridge is provided in place of thenose-loader, as discussed in greater detail with reference to FIG. 5 andFIG. 6, respectively, below.

[0069] As noted above, the front doorways of aircraft are often movedforward relative to the wing as the overall length of the aircraftincreases. This is in addition to the rear doorways being moved rearwardrelative to the wing. Accordingly, it would be advantageous to providean apparatus having a passenger loading bridge that can be pivoted andextended in order to engage a front doorway of plural types of aircraft,each type of aircraft being of a different length, thereby minimizingthe amount of extension of an over the wing bridge potion that isrequired to engage a rear doorway of a same type of aircraft.

[0070] Referring to FIG. 5, shown is a top plan view of an aircraftloading apparatus according to the instant invention. The apparatusincludes an over the wing portion shown generally at 50 for servicing arear doorway 9 of a nose-in parked aircraft 10 at a terminal building61. The apparatus further includes a radial type bridge portion showngenerally at 51 for servicing a front doorway 31 of the nose-in parkedaircraft 10. The over the wing portion 50 and the radial type bridgeportion 51 are coupled via a unitary passageway element 52 to each otherand to an access portal 62 of the terminal building 61.

[0071] The over the wing portion 50 comprises a first passageway member56 pivotally mounted at an inboard end to a rotunda 54 and supportednear an outboard end by a wheel carriage 64 having a height adjustablesupport member (not shown) and driving wheels 68 for achieving angulardisplacement of the over the wing portion 50. The first passagewaymember 56 is also pivotally coupled at the outboard end to a telescopicpassageway member 63 via a flexible floor connection 11 for allowing avertical swinging motion of the telescopic passageway member 63, toalign a cabin 59 mounted at an outboard end of the telescopic passagewaymember 63 with the doorway 9. Support means (not shown) are provided foradjustably controlling the vertical swinging motion. Of course, othermechanisms (not shown) are provided for adjusting the height of the overthe wing portion 50, for extending and retracting the telescopicpassageway member 63, etc. In a preferred embodiment, the over the wingportion 50 is aligned with the doorway 9 in an automated fashion. Tothis end, a bridge controller (not shown) is also provided for receivingdata from sensors (not shown) mounted on or about the over the wingportion 50 and for providing control signals to the mechanisms. In apreferred embodiment, the portion 50 is aligned with the doorway 9absent any human intervention. In another preferred embodiment, a humanoperator is required to perform one of an enable and a disable operationprior to the portion 50 being aligned to the doorway 9. For instance,the human operator turns a key in a control panel (not shown) or entersan alphanumeric code via a key pad (not shown) to enable the automatedalignment system. Optionally, a control signal for enabling theautomated bridge is provided using a transmitter disposed aboard theaircraft. In particular, flights that are only partially full may notrequire use of the over the wing portion 50, or alternatively certainairlines may not approve use of the over the wing portion with theiraircraft. Of course, optionally the cabin 59 is pivotally mounted at theoutboard end of the over the wing portion 50.

[0072] The radial type bridge portion 51 includes a fixed-lengthpassageway member 55, which is mounted at an inboard end thereof to arotunda 53 and supported at an outboard end by a wheel carriage 65having a height adjustable support member (not shown) and driving wheels67 for achieving angular displacement of the radial type bridge portion51. The fixed-length passageway member 55 is telescopically coupled to asecond passageway member 66, such that the length of the radial typebridge portion 51 is variable. A cabin 58 is mounted at an outboard endof the second passageway member 66 for engaging the doorway 31. Theradial type bridge portion 51 is aligned to the doorway 31 in one of amanual, semi-automated, tele-robotic and automated manner. Optionally, abridge controller (not shown) is also provided for receiving data fromsensors (not shown) mounted on or about the radial bridge type portion51 and for providing control signals to the mechanisms. Of course, anumber of passageway members other than two may be envisaged for usewith the radial type bridge portion 51 of instant invention.

[0073]FIG. 6 is a top plan view of another aircraft loading apparatusaccording to the instant invention. Elements labeled with the samenumerals have the same function as those illustrated in FIG. 5, andtheir description is omitted here for clarity. The apparatus includes anover the wing portion shown generally at 50 for servicing a rear doorway9 of a nose-in parked aircraft 10 at a terminal building 61. Theapparatus further includes an apron bridge portion shown generally at 70for servicing a front doorway 31 of the nose-in parked aircraft 10. Theover the wing portion 50 and the apron bridge portion 70 are coupled viaa unitary passageway element 71 to each other and to an access portal 62of the terminal building 61.

[0074] The apron drive portion 70 includes a telescopic passagewaymember 78 comprising three passageway elements. Of course a number ofpassageway elements other than three may be envisaged for use with theinstant invention. A first passageway element 73 is mounted at aninboard end to a rotunda 72. An outboard end of the first passagewayelement 73 is telescopically received within an inboard end of a secondpassageway element 74, and an outboard end of the second passagewayelement 74 is telescopically received within an inboard end of a thirdpassageway element 75. The third passageway element 75 is supported nearan outboard end thereof by a wheel carriage 76 having a heightadjustable support member (not shown) and driving wheels 79 forachieving angular displacement of the apron drive portion 70 as well astelescoping of the passageway elements 73, 74 and 75 to alter the lengthof the apron drive portion 70. A cabin 77 is mounted at an outboard endof the third passageway element 75 for engaging the doorway 31.Optionally, the cabin 77 is pivotally mounted at the outboard end of thethird passageway element 75 and a mechanism (not shown) is provided foradjusting the orientation of the cabin relative to the third passagewayelement 75. The apron drive portion 70 is aligned to the doorway 31 inone of a manual, semi-automated, tele-robotic and automated manner.Optionally, a bridge controller (not shown) is also provided forreceiving data from sensors (not shown) mounted on or about the aprondrive portion 70 and for providing control signals to the mechanisms.

[0075] Of course, other known configurations of apron drive bridges arealso envisaged for use with the instant invention. For instance, anapron drive bridge including at least two passageway members, onetelescopically received within the other, is suitable for use with theinstant invention.

[0076] Referring now to FIG. 9, shown is a side elevational view ofanother aircraft loading apparatus according to the instant invention.The loading bridge, shown generally at 100, extends from a support inthe form of, for example, a stationary rotunda 102. A passageway 104,ending with a pivotal cabin 106 for mating to a not illustrated reardoorway of a not illustrated aircraft, extends from the support. Thepassageway 104 comprises a fixed-length first passageway member 108 anda telescopic tunnel section 110. The fixed-length first passagewaymember 108 preferably includes a floor, two sidewalls and a ceiling. Thetelescopic tunnel section 110 includes outer and inner tunnel elements112 and 114, respectively, wherein the inner element 114 istelescopically received within the outer element 112 such that thelength of the tunnel section 110 is variable. Each tunnel element 112and 114 preferably includes a floor, two sidewalls and a ceiling.Preferably, the fixed-length first passageway member 108 and the outertunnel element 112 have substantially similar cross-sectional profileswhen viewed end-on. A flexible connection 116 including a bellows-typecanopy 118 and a floor connector 120 connects the outboard end of thefirst passageway member 108 and the inboard end of the outer tunnelelement 112. For instance, a hinge is provided between the outboard endof the first passageway member 108 and the inboard end of the outertunnel element 112, for pivotally mounting one to the other. Thebellows-type canopy 118 is provided between the first passageway member108 and the outer tunnel element 112 to provide weatherproof protectionto passengers passing therebetween. Optionally, the flexible connection116 includes a floor plate (not shown) to provide a level surface overwhich passengers move through the bridge. The flexible connection 116supports a vertical swinging motion of the telescopic tunnel section 110about a horizontal axis passing through the floor connector 116, forinstance a pivoting motion about the hinge.

[0077] The loading bridge 100 is for being cantilevered and extendedover a not illustrated wing of a not illustrated nose-in parkedaircraft, so as to service a rear doorway thereof. Accordingly, aninboard end of the first passageway member 108 is pivotally anchored tothe stationary rotunda 102, preferably being at more or less the sameelevation as the doorways along the lateral surface of the notillustrated aircraft. The first passageway member 108 is supported nearthe outboard end thereof by a wheel carriage 122 including a heightadjustable support post 124 and drive wheels 126. The drive wheels 126are for achieving angular displacement of the passageway 104. Additionalmechanisms (not shown) are provided for slidingly extending andretracting the inner tunnel element 114 relative to the outer tunnelelement 112, to thereby affect the length of the passageway 104, and forpivoting the pivotal cabin 106. The height adjustable support post 124preferably includes one of a hydraulic cylinder, a pneumatic cylinderand a ball-screw jack. Of course, other known mechanisms for moving thevarious bridge components relative to other bridge components areenvisaged for use with the instant invention, selection of suchmechanisms being purely a matter of design choice. Preferably, theheight adjustable support posts 124 are mounted at a point along thelength of the first passageway member 108 that is between approximately10 feet and approximately 3 feet from the outboard end of the firstpassageway member 108. Most preferably, the height adjustable supportposts 124 are mounted at a point along the length of the firstpassageway member 108 that is between approximately 8 feet andapproximately 4 feet from the outboard end of the first passagewaymember 108. Mounting the height adjustable support posts 124 at a pointdistal from the outboard end of the first passageway memberadvantageously allows the wing of the aircraft to approach more closelyto the flexible connection, absent any obstacles such as for instanceone of a support post and a bridge supporting pedestal.

[0078] An overhead support system 128 is provided for supporting thetelescopic tunnel section 110 relative to the passageway member 108. Theoverhead support system 128 is also for supporting a vertical swingingmotion of an outboard end of the telescopic tunnel section 110 relativeto an inboard end of the telescopic tunnel section 110. Preferably, theoverhead support system 128 includes two ball-screw jacks 130 a, 130 bsupported as shown in FIG. 9. Each ball-screw jack is rotatably coupledto a motor 132 a, 132 b, respectively, which are coupled one-to theother via a drive-shaft 134. The drive-shaft 134 ensures that bothmotors turn at a same speed, such that both sides of the telescopictunnel section 110 are raised or lowered at a same rate. A first end ofthe ball-screw jack 130 b is coupled to the outer tunnel element 112 viafirst and second support members 136, 138, respectively. A second end ofthe ball-screw jack 130 b is similarly coupled to the first passagewaymember 108 via third and fourth support members 140, 142, respectively.Reducing the distance between the first and second ends of theball-screw jack 130 b reduces the angle formed between the first 136 andthird 140 support members, thereby elevating the outboard end of thetelescopic tunnel section 110 in a controlled fashion. Conversely,increasing the distance between the first and second ends of theball-screw jack 130 b increases the angle formed between the first 136and third 140 support members, thereby lowering the outboard end of thetelescopic tunnel section 110 in a controlled fashion. Of course,ball-screw jack 130 a is supported and operated in a manner analogous tothat of ball-screw jack 130 b.

[0079] The instant invention described above with reference to FIGS. 1-6and FIG. 9 discloses an over the wing bridge for servicing a reardoorway of an aircraft, wherein a flexible floor connection is providedbetween a first passageway member and a telescopic passageway member ofa passageway. It is an advantage of the instant invention that theflexible floor connection is positionable close to the leading edgeand/or highest point of the wing contour, such that the passageway maybe cantilevered over the wing of the aircraft to engage the rear doorwaythereof, whilst maintaining a safe clearance distance between the wingsurface and the passageway. It is a further advantage that, when used inconnection with an aircraft having winglets 80 attached near a tip ofeach wing 81, the bridge may still be cantilevered over the wing withoutrequiring the cabin end of the bridge to project substantially into theair. In fact, the tops of the winglets of a 737 type aircraft areapproximately 20 feet above the ground. Referring now to FIG. 7a, shownis a prior art over the wing bridge 83 being cantilevered over the wing81 of an aircraft having winglets 80 attached thereto. The cabin end 82of the nonflexible over the wing bridge 83 extends substantially higherthan the tops of the winglets. This situation is undesirable, especiallywhen operating under windy or adverse conditions. Referring now to FIG.7b, shown is a flexible over the wing bridge 90 according to the instantinvention being cantilevered over the wing 81 of an aircraft havingwinglets 80 attached thereto. A first passageway member 84 slopes upwardfrom a rotunda 85 to a height for providing safe clearance to thewinglet 80, and the flexible floor connection 11 allows the telescopicpassageway member 86 to swing vertically downward from said height, suchthat the cabin end 87 is approximately 20 feet above the ground or less.

[0080] Referring now to FIG. 10, shown is a simplified flow diagram ofanother method of mating the over the wing loading bridge to the reardoorway of the aircraft, according to the instant invention. At step200, an aircraft is stopped adjacent to the passenger loading bridge. Atstep 202, an automated bridge control system is enabled, for instance byproviding a password using a user interface device in communication withthe bridge control system. Optionally, a control signal for enabling theautomated bridge control system is provided using a transmitter disposedaboard the aircraft. At step 204 the type of the aircraft is provided tothe bridge control system. For instance, a touch screen is used toselect a type of aircraft from a plurality of different aircraft types.At step 206, the boarding bridge is moved automatically under thecontrol of the bridge control system such that a highest point along awing of the aircraft is disposed approximately below a flexibleconnection of the passenger loading bridge and to engage a rear doorwayof the aircraft. At step 208, an angle between two tunnel sections ofthe passenger loading bridge, the two tunnel sections being disposed oneeach on opposite sides of the flexible connection, is adjusted such thata slope of a floor member of each one of the two tunnel sections iswithin a predetermined range of threshold values. For instance, therelative angle between the first passageway member 108 and thetelescopic tunnel section 110 is optimized, such that neither thepassageway member 108 nor the telescopic tunnel section 110 slopes atmore than 1:12.

[0081] Preferably, every point along a lower surface of the passengerloading bridge is at least a predetermined minimum safe distance above acorresponding point on the wing of the aircraft when the doorway aft ofthe wing of the aircraft is engaged. Most preferably, a distance betweenthe lower surface of the passenger loading bridge and a correspondingpoint on the wing of the aircraft is sensed, and the height of thepassenger loading bridge is adjusted during the time that the doorwayaft of the wing of the aircraft is engaged. In this way, the at least apredetermined minimum safe distance is maintained between every pointalong the lower surface of the passenger loading bridge and thecorresponding point on the wing of the aircraft. Preferably, the step ofadjusting a height of the passenger loading bridge comprises the step ofadjusting a height of the flexible connection relative to the wing,whilst the door is maintained in an engaged condition with the passengerloading bridge. Preferably, when the flexible connection is raisedrelative to the wing, the telescopic tunnel section 110 issimultaneously extended such that an angle between the first passagewaymember 108 and the telescopic tunnel section 110 is reduced. Preferably,when the flexible connection is lowered relative to the wing, thetelescopic tunnel section 110 is simultaneously retracted such that anangle between the first passageway member 108 and the telescopic tunnelsection 110 is increased. Accordingly, the flexible connection, incombination with the placement of the height adjustable support posts124 at a distance that is remote from the outboard end of the firstpassageway member 108, provides a highly flexible passenger loadingbridge for servicing aircraft doorways aft of a wing.

[0082] Optionally, the invention according to any of the above-describedembodiments is operable in an automated manner, for example by providingan automated bridge control system. One such automated bridge controlsystem is disclosed in the co-pending United States patent applicationdiscussed supra. Of course, each one of the above-mentioned apparatusincludes a first moveable bridge for servicing a front doorway of anaircraft and an over the wing bridge for servicing a rear doorway of asame aircraft. The first moveable bridge and/or the over the wing bridgeare alignable to the corresponding doorway of the same aircraft in oneof a manual fashion and an automated fashion. Advantageously, the firstmoveable bridge may be aligned to the front doorway of the aircraft inthe automated fashion using the automated bridge control system, oncethe aircraft has come to a stop and absent any ground personnelintervention. A member of the flight crew of the aircraft thenoptionally deplanes via the front doorway and enables the automatedbridge control system to align the over the wing bridge to the reardoorway of the same aircraft. Optionally, a control signal for enablingthe automated bridge control system is provided using a transmitterdisposed aboard the aircraft.

[0083] Referring now to FIGS. 11a, 11 b, and 11 c, shown are detailedviews of part of a passenger loading bridge according to anotherembodiment of the instant invention in a straight configuration, in adownwardly-inclined configuration, and in an upwardly-inclinedconfiguration, respectively. For example, a linearly adjustablemechanism in the form of a fluid pressure ram 300 is provided foradjustably supporting one passageway member 302 relative to a secondpassageway member 304. Each passageway member 302, 304 includes a floormember, a ceiling member and two opposite sidewall members. A hinge 306is disposed between the ceiling member of the passageway member 302 andthe ceiling member of the passageway member 304, for supporting avertical swinging motion of an outboard end of the passageway member 304relative to the passageway member 302. To this end, the linearlyadjustable mechanism is pivotally anchored at one end thereof to thepassageway member 302, and is pivotally anchored at an opposite endthereof to the passageway member 304. The adjustable mechanism is incommunication with a not illustrated actuator, such as for example apump, for driving the adjustable mechanism. Additionally, a notillustrated electrical controller is provided in communication with theactuator for providing a control signal thereto, the control signal foruse by the actuator for adjusting an angle between the passageway member302 and the passageway member 304 about the hinge 306. Of course, a notillustrated adjustable walking surface is provided for supportingpassenger travel between the passageway member 302 and the passagewaymember 304. Additionally, a flexible canopy 308 is provided forproviding substantially continuous weather resistant protection to thepassengers moving between the passageway member 302 and the passagewaymember 304. In FIG. 11a, the passageway member 302 is substantiallylongitudinally aligned with the passageway member 304. As shown in FIG.11b, retracting the linearly adjustable mechanism causes the outboardend of passageway member 304 to “lower”. As shown at FIG. 11c, extendingthe linearly adjustable mechanism causes the outboard end of passagewaymember 304 to “raise”. Accordingly, the height of the outboard end ofpassageway member 304 is controllable by extending and retracting thelinearly adjustable mechanism.

[0084] Numerous other embodiments may be envisaged without departingfrom the spirit and scope of the invention.

What is claimed is:
 1. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing, comprising: afirst passageway member pivotally coupled at an inboard end thereof to arotunda and supported close to an outboard end thereof by a groundsupport member; a telescopic passageway member having an inboard end andan outboard end and including at least two passageway elements, one thatis telescopically received within the other such that a distance betweenthe inboard end and the outboard end of the telescopic passageway memberis variable, the telescopic passageway member for being supported in acantilever-like fashion such that the telescopic passageway member ismoveable over the wing of the aircraft; a flexible connection disposedfor pivotally coupling the outboard end of the first passageway memberand the inboard end of the telescopic passageway member, and forsupporting a vertical swinging motion of the outboard end of thetelescopic passageway member relative to the first passageway member; anadjustable support mechanism mounted at a first end thereof to a surfaceof the first passageway member and mounted at a second opposite endthereof to a surface of the telescopic passageway member, for verticallyswinging the telescopic passageway member relative to the firstpassageway member in a controllable manner; an actuator coupled to theadjustable support mechanism, for driving the adjustable supportmechanism so as to vertically swing the telescopic passageway memberrelative to the first passageway member in the controllable manner; and,an electrical controller in communication with the actuator forproviding a control signal to the actuator, the control signal for useby the actuator to controllably vary the angle between the firstpassageway member and the telescopic passageway member about theflexible connection.
 2. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing according to claim1, comprising a cabin pivotally mounted at the outboard end of thetelescopic passageway member for engaging the rear doorway of theaircraft.
 3. A passenger loading bridge for servicing an aircraft havinga rear doorway aft of or over a wing according to claim 1, wherein eachone of the first passageway member and the telescopic passageway memberincludes a floor member, two sidewall members and a ceiling member, andwherein the flexible connection comprises a hinge-like element disposedbetween the outboard end of the floor member of the first passagewaymember and the inboard end of the floor member of the telescopicpassageway member.
 4. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing according to claim3, wherein the flexible connection further comprises a flexible canopydisposed between the outboard end of the first passageway member and theinboard end of the telescopic passageway member, for providingsubstantially continuous weather-resistant protection to passengersmoving therebetween.
 5. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing according to claim1, wherein each one of the first passageway member and the telescopicpassageway member includes a floor member, two sidewall members and aceiling member, and wherein the flexible connection comprises ahinge-like element disposed between the outboard end of the ceilingmember of the first passageway member and the inboard end of the ceilingmember of the telescopic passageway member.
 6. A passenger loadingbridge for servicing an aircraft having a rear doorway aft of or over awing according to claim 1, wherein the ground support member comprises awheel carriage having drive wheels for frictionally engaging a groundsurface.
 7. A passenger loading bridge for servicing an aircraft havinga rear doorway aft of or over a wing according to claim 6, wherein thewheel carriage includes an adjustable support element for affecting theheight of the outboard end of the first passageway member.
 8. Apassenger loading bridge for servicing an aircraft having a rear doorwayaft of or over a wing according to claim 7, wherein the adjustablesupport element includes a mechanical stop for arresting a downwardmotion of the outboard end of the first passageway member at apredetermined height.
 9. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing according to claim8, wherein the adjustable support element includes a cam incommunication with the mechanical stop, for varying the predeterminedheight.
 10. A passenger loading bridge for servicing an aircraft havinga rear doorway aft of or over a wing according to claim 1, wherein thefirst passageway member comprises at least two passageway elements, onethat is telescopically received within the other, such that a distancebetween the inboard end and the outboard end of the first passagewaymember is variable.
 11. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing according to claim1, wherein the adjustable support mechanism comprises a linearlyactuatable mechanism pivotally mounted at one end to the firstpassageway member and pivotally mounted at a second opposite end to thetelescopic passageway member, whereby extending the linearly actuatablemechanism controllably lowers the outboard end of the telescopic tunnelsection and retracting the linearly actuatable mechanism controllablyraises the outboard end of the telescopic tunnel section.
 12. Apassenger loading bridge for servicing an aircraft having a rear doorwayaft of or over a wing according to claim 11, wherein the linearlyactuatable mechanism is selected from a group consisting of: a fluidpressure ram; and, an electromechanical screw.
 13. A passenger loadingbridge for servicing an aircraft having a rear doorway aft of or over awing according to claim 12, wherein the fluid pressure ram comprises oneof a pneumatic ram and a hydraulic ram.
 14. A passenger loading bridgefor servicing an aircraft having a rear doorway aft of or over a wingaccording to claim 12, wherein the electromechanical screw comprises anelectromechanical ball screw jack, selected from the group consistingof: a redundant ball path electromechanical screw jack; and, anelectromechanical ball screw jack having an acme thread.
 15. A method ofautomatically aligning a passenger loading bridge to an aircraft havinga rear doorway aft of or over a wing, the passenger loading bridgehaving an aircraft engaging end including a first passageway member thatis coupled at an outboard end thereof to an inboard end of a telescopicpassageway member via a flexible connection, the method comprising:providing the passenger loading bridge; moving the aircraft engaging endof the passenger loading bridge over the wing of the aircraft and towardan expected stopping position for the rear doorway of the aircraft;providing a control signal to an actuator of the passenger loadingbridge, the control signal for use by the actuator for driving anadjustable support mechanism of the passenger loading bridge; and, independence upon the provided control signal, controllably adjusting theadjustable support mechanism so as to effect a change to an anglebetween the first passageway member and the telescopic passageway memberabout the flexible connection, such that a known minimum clearance ismaintained between the aircraft engaging end of the passenger loadingbridge and the wing of the aircraft.
 16. A method according to claim 15,wherein moving the aircraft engaging end of the passenger loading bridgeover the wing of the aircraft and toward an expected stopping positionfor the rear doorway of the aircraft is performed in an automatedfashion.
 17. A method according to claim 15, comprising: positioning theflexible connection of the passenger loading bridge approximately abovea leading edge of the wing of the aircraft and at a height that issufficient for maintaining the known minimum clearance between theaircraft engaging end of the passenger loading bridge and the wing ofthe aircraft.
 18. A method according to claim 17, comprising: couplingthe aircraft engaging end of the passenger loading bridge to the reardoorway of the aircraft; when coupled, sensing a vertical displacementof the wing of the aircraft relative to the aircraft engaging end of thepassenger loading bridge; and automatically moving the aircraft engagingend of the passenger loading bridge in dependence upon the sensedvertical displacement of the wing of the aircraft, so as to maintain theknown minimum clearance.
 19. A method according to claim 17, comprisingprior to moving the aircraft engaging end of the passenger loadingbridge toward the expected stopping position for the rear doorway of theaircraft, receiving an enabling signal for enabling an automated bridgecontrol system of the passenger loading bridge to automatically alignthe aircraft engaging end of the passenger loading bridge to the reardoorway of the aircraft.
 20. A method according to claim 19, wherein theenabling signal is transmitted using a transmitter disposed aboard theaircraft.
 21. A method according to claim 19, comprising prior to movingthe aircraft engaging end of the passenger loading bridge toward theexpected stopping position for the rear doorway of the aircraft:determining a type of the aircraft; and, retrieving information relatingto the expected stopping position for the rear doorway of the determinedtype of the aircraft.
 22. A method according to claim 21, whereindetermining a type of the aircraft comprises: in dependence uponreceiving the enabling signal, capturing an image of the aircraft;characterizing the image of the aircraft to extract features relating tothe aircraft; comparing the extracted features with stored templatefeatures; and, identifying the type of the aircraft in dependence upon aresult of the comparison.
 23. A method according to claim 21, whereindetermining a type of the aircraft comprises: extracting from theenabling signal data relating to the type of the aircraft; and, based onthe extracted data, identifying the type of the aircraft.
 24. A methodaccording to claim 17, wherein moving the aircraft engaging end of thepassenger loading bridge toward an expected stopping position for a reardoorway of an aircraft comprises: sensing a distance between theaircraft engaging end of the passenger loading bridge and the aircraft;comparing the sensed distance to the known minimum clearance; and, whenthe sensed distance is i) one of greater than and equal to the knownminimum clearance, continuing the movement of the aircraft engaging endof the passenger loading bridge toward the expected stopping positionfor the rear doorway for the determined type of aircraft, and ii) lessthan the known minimum clearance, moving the aircraft engaging end ofthe passenger loading bridge along a predetermined escape route in adirection away from the aircraft.
 25. A method according to claim 17,wherein moving the aircraft engaging end of the passenger loading bridgetoward an expected stopping position for a rear doorway of an aircraftcomprises: sensing a distance between the aircraft engaging end of thepassenger loading bridge and the aircraft; comparing the sensed distanceto the known minimum clearance; and, when the sensed distance is i) oneof greater than and equal to the known minimum clearance, continuing themovement of the aircraft engaging end of the passenger loading bridgetoward the expected stopping position for the rear doorway for thedetermined type of aircraft, and ii) less than the known minimumclearance, adjusting the position of the aircraft engaging end of thepassenger loading bridge such that, during a future motion, the senseddistance is at least equal to the known minimum clearance.
 26. A methodaccording to claim 17, wherein moving the aircraft engaging end of thepassenger loading bridge toward an expected stopping position for a reardoorway of an aircraft comprises: sensing a distance between a pointalong the lower surface of the aircraft engaging end of the passengerloading bridge and a corresponding point on the wing of the aircraft;and, adjusting a height of the aircraft engaging end of the passengerloading bridge such that the point along the lower surface of theaircraft engaging end of the passenger loading bridge is at least thepredetermined minimum safe distance above the corresponding point on thewing of the aircraft.
 27. A method according to claim 26, whereinadjusting a height of the passenger loading bridge comprises verticallyraising the flexible connection relative to the wing of the aircraft.28. A method according to claim 26, wherein adjusting a height of thepassenger loading bridge comprises: raising the flexible connectionrelative to the wing of the aircraft; extending a length of thetelescopic passageway member; and, reducing an angle between the firstpassageway member and the telescopic passageway member about theflexible connection.
 29. A method according to claim 26 wherein the stepof adjusting a height of the passenger loading bridge comprises thesteps of: lowering the flexible connection relative to the wing; of theaircraft retracting a length of the telescopic passageway member; and,increasing an angle between the first passageway member and thetelescopic passageway member about the flexible connection.
 30. Apassenger loading bridge for servicing an aircraft having a rear doorwayaft of or over a wing, the passenger loading bridge comprising: a firstpassageway member having a length, an inboard end and an outboard enddistal from the inboard end, the first passageway member pivotallycoupled at the inboard end thereof to a rotunda, the outboard end forbeing positioned in a direction toward an aircraft; a telescopicpassageway member having an inboard end and an outboard end andincluding at least two passageway elements, one that is telescopicallyreceived within the other such that a distance between the inboard endand the outboard end of the telescopic passageway member is variable,the telescopic passageway member for being supported in acantilever-like fashion such that the telescopic passageway member isextensible over a wing of an aircraft; a flexible connection disposedbetween the first passageway member and the telescopic passageway memberfor pivotally coupling the outboard end of the first passageway memberand the inboard end of the telescopic passageway member, for supportinga vertical swinging motion of the outboard end of the telescopicpassageway member relative to the inboard end of the telescopicpassageway member and about an approximately horizontal axis; and, aheight-adjustable support member mounted to an external surface of thefirst passageway member at a point along the length of the firstpassageway member that is distal from the outboard end of the firstpassageway member, such that the flexible connection is positionableabove and approximately aligned with a highest point of a wing of anaircraft.
 31. A passenger loading bridge for servicing an aircrafthaving a rear doorway aft of or over a wing according to claim 30,wherein a distance between the point along the length of the firstpassageway member and the flexible connection is between approximately 3feet and approximately 10 feet.
 32. A passenger loading bridge forservicing an aircraft having a rear doorway aft of or over a wingaccording to claim 31, wherein the distance between the point along thelength of the first passageway member and the flexible connection isbetween approximately 4 feet and approximately 8 feet.
 33. A passengerloading bridge for servicing an aircraft having a rear doorway aft of orover a wing according to claim 31, comprising an adjustable supportmechanism including a first end mounted to the first passageway memberand including a second end mounted to the telescopic passageway member,whereby varying a distance between the first end of the mechanism andthe second end of the mechanism effects a pivoting motion of theoutboard end of the telescopic passageway member relative to the inboardend of the telescopic passageway member.
 34. A passenger loading bridgefor servicing an aircraft having a rear doorway aft of or over a wingaccording to claim 33, wherein the adjustable support mechanismcomprises a linearly actuatable mechanism, whereby extending thelinearly actuatable mechanism controllably lowers the outboard end ofthe telescopic tunnel section and retracting the linearly actuatablemechanism controllably raises the outboard end of the telescopic tunnelsection.
 35. A passenger loading bridge for servicing an aircraft havinga rear doorway aft of or over a wing according to claim 34, wherein thelinearly actuatable mechanism is selected from a group consisting of: afluid pressure ram; and, an electromechanical screw.
 36. A passengerloading bridge for servicing an aircraft having a rear doorway aft of orover a wing according to claim 35, wherein the fluid pressure ramcomprises one of a pneumatic ram and a hydraulic ram.
 37. A passengerloading bridge for servicing an aircraft having a rear doorway aft of orover a wing according to claim 35, wherein the electromechanical screwcomprises an electromechanical ball screw jack, selected from the groupconsisting of: a redundant ball path electromechanical screw jack; and,an electromechanical ball screw jack having an acme thread.
 38. Apassenger loading bridge for servicing an aircraft having a rear doorwayaft of or over a wing according to claim 30, wherein theheight-adjustable support member comprises a wheel carriage forsupporting a horizontal swinging motion of the passenger loading bridgerelative to the rotunda.
 39. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing according to claim38, wherein the wheel carriage includes drive wheels for frictionallyengaging a ground surface.
 40. A passenger loading bridge for servicingan aircraft having a rear doorway aft of or over a wing according toclaim 30, comprising a cabin pivotally mounted at the outboard end ofthe telescopic passageway member for engaging a rear doorway of anaircraft.
 41. A passenger loading bridge for servicing an aircrafthaving a rear doorway aft of or over a wing according to claim 30,wherein the first passageway member comprises a fixed-length passagewayelement having a cross-section normal to the length of the firstpassageway member and wherein the one of the at least two passagewayelements of the telescopic passageway member has a substantially samecross-section normal to a longitudinal axis thereof.
 42. A passengerloading bridge for servicing an aircraft having a rear doorway aft of orover a wing according to claim 30, wherein the first passageway membercomprises at least two passageway elements, one that is telescopicallyreceived within the other, such that a distance between the inboard endand the outboard end of the first passageway member is variable.
 43. Apassenger loading bridge for servicing an aircraft having a rear doorwayaft of or over a wing, the passenger loading bridge comprising: a firstpassageway member pivotally coupled at an inboard end thereof to arotunda and supported close to an outboard end thereof by a groundsupport member; a telescopic passageway member having an inboard end andan outboard end and including at least two passageway elements, one thatis telescopically received within the other such that a distance betweenthe inboard end and the outboard end of the telescopic passageway memberis variable, the telescopic passageway member for being supported in acantilever-like fashion such that the telescopic passageway member ismoveable over the wing of an aircraft; a flexible connection forpivotally coupling the outboard end of the first passageway member andthe inboard end of the telescopic passageway member, for supporting avertical swinging motion of the outboard end of the telescopicpassageway member relative to the first passageway member; and, anadjustable support system comprising: at least a lift mechanism having afirst end and a second end that is opposite the first end, a distancebetween the first end and the second end being controllably variable,the first end of the at least a lift mechanism pivotally mounted to asurface of the first passageway member at a location elevationally belowa ceiling member thereof and proximate an end thereof, and the secondend of the at least a lift mechanism pivotally mounted to a surface ofthe telescopic passageway member at a location elevationally below aceiling member thereof and proximate an end thereof, the end of thefirst passageway member and the end of the telescopic passageway memberbeing disposed in a facing arrangement one each on opposite sides of theflexible connection, such that varying the distance between the firstend and the second end of the at least a lift mechanism effects a changeto the angle between the first passageway member and the telescopicpassageway member about the flexible connection.
 44. A passenger loadingbridge for servicing an aircraft having a rear doorway aft of or over awing according to claim 43, comprising: an actuator for controllablyvarying the distance between the first end and the second end of the atleast a lift mechanism; and, an electrical controller in communicationwith the actuator, for providing a control signal to the actuator forvarying the distance between the first end and the second end of the atleast a lift mechanism, so as to effect a change to the angle betweenthe first passageway member and the telescopic passageway member aboutthe flexible connection.
 45. A passenger loading bridge for servicing anaircraft having a rear doorway aft of or over a wing according to claim43, wherein the at least a lift mechanism comprises two linearlyactuatable mechanisms, one disposed adjacent to sidewall members along afirst side of the passenger loading bridge and the other disposedadjacent to sidewall members along a second opposite side of thepassenger loading bridge.